airborne data link operational evaluation test piw · in preparation for an end-to-end data link...

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Airborne Data LinkOperational EvaluationTest PIw

Albert J. Rehmann ETIC

Richard H. Mogford, Ph. D DEC15 1993 .:jTA INCORPORATED

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distributionl is imulimte'o: rel easc.e and so ~its

This document is athrough the National Technical InformationService, Springfield, Virginia 22161

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Technic~lAtlanft City Infteffat Airport N.J. 06406

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NOTICE

This document Is disseminated under the sponsorshipof the U.S. Department of Transportation in the interest ofInformation exchange. The United S" ites Governmentassumes no liability for the contents or use thereof.

The United States Government does not endorseproducts or manufacturers. Trade or manufacturers'names appear herein solely because they are consideredessential to the objective of this report.

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Tecbelcel Rope. D0giucettio Peg*

1. Rep meft .2. Gowe,; , Accessio, No. 3. Recspsent's Catel" No.

DOT/FAA/CT-TN93/30 I4. Title and Subtite 5. Roep,, .t.

AIRBORNE DATA LINK OPERATIONAL EVALUATION TEST PLAN August 19936. Pefoming Orgeanet,.s Cede

8. Performing Organization R.port No.

A. J. Rehmann, R. H. Mogford, CTA, INCORPORATED DOT/FAA/CT-TN93/30

9. Pe'form,"g Orgaoniatio Name end Address 10. Work Unit No. (TRAIS)

CTA, INCORPORATEDSuite 1000 11 Contac of Great me.

2500 English Creek Avenue T2003CPleasantville. NJ 08232 13- Type at *"a" a perod Co,&12. Spons.orng Agency No". and Address Technical NoteDOT/FAA Technical CenterDirectorate for Aviation Technology Oct. 1,1993-April 30, 1993Atlantic City International Airport, NJ 08405 14. Spr,;ain Aency C•de

ACD-32015. Supplementary Notes

16. Abstract

This plan desci. s an end-to-end study of operational concepts and proceduresassociated with the introduction of electronic data communications between flightcrews and air traffic controllers. Full performance controllers from terminalfacilities will interact with type-related line pilots in four cockpit simulatorsnetworked into the Federal Aviation Administration Technical Center's Air TrafficControl Laboratory.

Measures of human performance will gain insight into flight crew alerting, display,placement, and the utility of voice annunciation of Data Link Messages. Directmeasures of workload, communications efficiency, Data Link attention time(measured by head position), and aircraft state will be gathered and translatedinto recommendations for the cockpit display configuration.

17. Key Words 13. Dstrbute, Stetement

Data Link This document is available to the publicPilot Human Factors through the National Technical Information,Flight Crew Procedures Service, Springfield, VA 22161Flight Crew Measurements

19 Secuity CI tssi-. too9 sp, ,o'0po, 20. Security Cleass. of 'his Pagel 21. No. of Pages 22. P,,c.

Unclassified Unclassified 46 gForm DOT F 1700.7 (19-72) Reproduction of completed Pogo authorized

TABLE OF CONTENTS

Page

EXECUTIVE SUMMARY v

1. INTRODUCTION 1

1.1 Overview 11.2 Purpose 11.3 Scope 11.4 Research Questions 2

2. EXPERIMENTAL APPARATUS 3

2.1 ATC Simulator 32.2 Cockpit Configurations 32.3 Displays 42.4 Crew Alerting 42.5 Speech Synthesis 5

3. SUBJECTS 5

4. EXPERIMENTAL DESIGN 6

4.1 Experimental Factors Description 64.2 Test Design 74.3 Number of Runs 74.4 Dependent Measures 94.5 ATC Messages 144.6 Flight Scenarios 144.7 Support Personnel 154.8 Data Reduction and Analysis 16

5. SCHEDULE 16

5.1 Shakedown Testing 165.2 Experiment n 17

REFERENCES 18

APPENDIXES Accesion For

A - Service Descriptions NTIS CRA&IB - Honeywell CDU Description and Operation DTIC TAB ElC - Airspace Definition Unannounced 0D - Mission Description Justification ..............................E - ARTS Laboratory PlanF - Personnel Assignments ByG - Schedules Distribution I

Availability Codes

Avail and I orDist Special

iii 4,

LIST OF ILLUSTRATIONS

Figure Page

1 Experimental Design 8

2 Key Response Time Events 10

LIST OF TABLES

Table Page

1 Situation Awareness Items 11

iv

EXECUTIVE SUIDIARY

This plan describes the conduct of a study of Data Link operationalconditions and human factors for the terminal airspace around theRaleigh-Durham North Carolina area.

Four remote cockpit simulators (three B-727 and one B-737) werenetworked into the Federal Aviation Administration (FAA) TechnicalCenter's Air Traffic Control (ATC), Automated Radar Tracking System(ARTS IIIA) laboratory to form the end-to-end testbed for the study.

Full-performance level air traffic controllers and type-ratedairline pilots will participate as subjects. The controllers willbe selected from the Air Traffic Data Link Validation Team (ATDLVT)and the pilots will be obtained from the Airline Pilots Association(ALPA), Air Transport Association (ATA), and the Radio TechnicalCommission for Aeronautics (RTCA).

Research questions posed for this study include: (1) What is theminimum crew alerting required, i.e., is aural alerting alonesufficient or is visual and aural alerting required?; (2) Is controldisplay unit (CDU) location (forward vs. aft of the throttles) afactor?; and (3) Will voice annunciation of Data Link messagesimprove pilot response time and lessen pilot head-down time? Datacollection includes CDU level of effort (keystrokes and errors),response times, workload, video taping of pilot head position (DataLink attention time), subjective data through questionnaires, andaircraft state and position data.

v

2. INTRODUCTION.

1.1 OVERVIEW.

This study is the first in a series of evaluations of Data Linkproducts and services where pilots and controllers participate insimulations of aviation operations. The approach represented inthis test plan constitutes a flight deck experiment to be performedin preparation for an end-to-end Data Link simulation planned forlate 1993 or early 1994.

Establishment of guidelines for cockpit implementation of Data Linkcomputer-human interfaces (CHI) is the focus of this evaluation. Tothis end, this experiment will focus on a number of cockpit DataLink human factors issues that have been identified as important bythe Airline Transport Association (ATA) and other bodies.

1.2 PURPOSE.

This evaluation will examine crew alerting methods, displaylocation, and presentation of Data Link messages. Recommendationswill be made regarding the acceptability of implementation optionsrelative to operations in terminal airspace. Findings will begeneralizable to the air traffic control (ATC) systems and aircrafttypes used in the study.

1.3 SCOPE.

The cockpit Data Link CHI study will assess a selected set of DataLink services (see appendix A). Air traffic controllers willinteract with radar displays driven by Automated Radar TerminalSystem (ARTS) IIIA equipment. A thorough description of the ARTSIIIA implementation is contained in [1]. Pilots will interact withcontrol display units (CDUs) in cockpit simulators.

Flight deck data collection will be limited to four analog displayaircraft including one B-737 and three B-727 cockpit simulators.Automated entry of data clearances into flight controls will not bepart of the test design.

The rationale for using analog instrument cockpits is theflexibility offered in installing and interfacing display devicesand crew alerting schemes. Moreover, the analog phase II cockpitsimulators available for research purposes can incorporate Data Linkwithout risking decertification. A further constraint on this studyis the requirement for reasonable maturity in the cockpitconfiguration. Federal Aviation Administration (FAA) researchersfelt that, for this particular evaluation, the simpler CDUconfiguration is better understood and more easily controlled than aflight management computer (FMC) configuration with coupled flightcontrol.

Emergency conditions such as engine fire will not be incorporated inthe scenarios, nor will traffic be placed on the runway resulting in

go-around maneuvers. Potentially catastrophic events such as theseare beyond the scope of the evaluation because available Data Linkservices have not been defined to accommodate them. Also, Data Linkin the terminal area has not yet been demonstrated to be appropriatefor other than routine communications.

1.4 RESEARCH QUESTIONS.

The ATA Information Transfer Subcommittee has published arequirements paper [2]. Research questions addressed in this testplan are derived, in part, from [2].

Reference to [2], section 5.5.3, "Distinction of Alerts," leads tothe first research question: What kind of alerting scheme isrequired to distinguish alerts for Data Link messages from othercockpit alerts? The FAA's Aircraft Certification Office has beenpreparing requirements for domestic cockpit Data Link systems and isconsidering the need for light and sound annunciation of Data Linkmessages. FAA flight test pilots expect that some combination of anindicator light and alerting sound may be needed to provide a uniqueData Link alert. This could be a nondistinctive sound with adistinctive light (or message common to other such alerts) or anon-distinctive light or message with a distinctive sound.

It was decided to test the former situation in this study becausethe analog instrument cockpits involved already have a non-distinctive message sound known as the selective calling signal(SELCAL). A major airframe manufacturer is also apparentlyconsidering the use of a general purpose communication annunciatingsound in future cockpits. The addition of a distinctive light willprovide a unique Data Link alerting scheme. Therefore, the researchquestion of interest is whether there is a difference in pilotcommunication behavior (response time to a Data Link message)between the conditions of non-distinctive (SELCAL sound only) versusdistinctive (SELCAL sound plus "ATC" light) alerts.

Given the low frequency of SELCAL alerts for company or cabin callsin terminal airspace, a SELCAL sound will be associated with a DataLink message most of the time. Therefore, there may not be muchdifference in pilot response time between the planned two alertingconditions unless the light (which stays on until the message isaccessed) works as a reminder during periods of high cockpitworkload.

However, this study is part of a series of Data Link experimentsthat will expand to encompass oceanic and en route airspace. Itwill be useful to use the same alerting scheme in other environmentsto contrast the results with crew behavior in terminal airspace.Such work will help determine what type of alert is adequate forData Link annunciation in all phases of flight. For example, thedata from these studies may show that a general purpose auditoryalert (such as SELCAL) results in acceptable pilot response times interminal, but not in en route airspace, given that more company andcabin calls are experienced in the latter situation. Further

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research is planned to evaluate other alerting schemes, such asdigitized voice.

The second research question posed for this evaluation is: What isthe acceptability of an aft-center pedestal mounted CDU givenhead-up requirements of terminal operations? This issue is ofinterest because of the need to consider aft-CDU locations in orderto retrofit some cockpits with Data Link. Although there is no itemin [2] regarding display placement, this issue relates to section3.2, "Flight Crew Response Time" and section 5.2.5, "Head DownTime."

The third research question addresses presentation of incoming voicemessages (section 5.2.7 in [2]). There is interest in whetherdigitized voice annunciation of incoming Data Link messages willimprove pilot response time and result in reduced head-down time.The study will compare three message presentation formats: voiceradio, Data Link, text format, and Data Link text format plusdigitized speech.

2. EXPERIMENTAL APPARATUS.

2.1 ATC SIMULATOR.

The ARTS IIIA laboratory at the FAA Technical Center will be used toprovide ATC for this study. The ARTS is a facility which usesactual National Airspace System equipment to create a system capableof realistically exercising Data Link applications. The ARTSEnhanced Target Generator (ETG) allows the system to act as afunctioning ATC simulator by providing radar data and voice radioinputs from simulation "pilots" operating from terminals in thelaboratory.

The ARTS laboratory is connected to a VAX 11/750 computer which actsas an emulation of the future ground Data Link processor. The VAXcomputer supports digital communication between simulation pilotsand controllers. It provides two-way communication betweencontrollers and high-fidelity aircraft simulators or actual airbornesystems using Mode S or any other installed Data Link technology.The VAX computer also carries navigation data from the remotesimulators to the ARTS in order to permit the display of aircrafttargets on each radar screen. At this time, Data Link signalformats are not Radio Technical Committee for Aeronautics (RTCA)SC-169 data dictionary compliant. Future studies will be compliant.

2.2 COCKPIT CONFIGURATIONS.

Analog cockpit aircraft will be employed in this evaluation. Theaircraft types represent transport category aircraft. Cockpitdescriptions are contained in the following paragraphs.

Two B-727-200 cockpits, one B-727-100, and one B-737-300 cockpit arenetworked into the testbed. Two of the four cockpits will beequipped with annunciation lamps mounted under the glare shield, one

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prominent in the field of view of the left seat and one prominent inthe field of view of the right seat.

Each cockpit will have a CDU mounted in the center pedestal. Twocockpits will have CDUs mounted forward of the throttles and twocockpits will have CDUs placed behind the throttle quadrants.Auditory alerting and speech production will be provided by personalcomputer (PC) generated sounds played over a loudspeaker. All fouranalog cockpits are classified as Phase II flight simulators (3].

2.3 DISPLAYS.

2.3.1 Multifunction CDU.

This display is very similar in form, fit and function to displayscommonly used as FMC CDUs. It is a Honeywell model CD-800 whichmeasures 6.8 inches high by 5.7 inches wide and fits in standardDzeus rail mounting. The display surface is 3.8 inches by 3.8inches and can display 9 lines by 24 columns of text in 2 fonts. Amessage recall switch is mounted on the front bezel in the functionkey cluster. Brightness is continuously adjustable from fullbrightness to a minimum, but still viewable, level. Backgroundillumination is controlled by the aircraft master dimmer circuit.

2.3.1.1 Display Formats.

Each uplink, except initial contact, requires a wilco or unableresponse to complete the transaction. These responses are directlyselectable by the line select keys adjacent to the Cathode Ray Tube(CRT). Messages in the message log are stored from most recent tooldest and are selectable using the line select keys (10,12].Messages are marked to indicate type origin and pilot responseassociated with each message. All functions are selectable from atop level menu. If a new Data Link message is received while theuser is reviewing logged messages, a bezel mounted annunciator lightwill activate and the new message can be accessed using the "DIR"key, as usual. See appendix B for a description of the HoneywellCDU and its operation.

2.4 CREW ALERTING.

2.4.1 Auditory Alerting.

Auditory alerting will be provided by a "Pro Audio Spectrum 16"brand audio digitizer card installed in the Data Link messageprocessor. This card can record audio and play it back underprocess control. It is capable of 16 bit record and playback at arate of 2 kilohertz (kHz) to 44.1 kHz. Sounds will be heard in eachcockpit through a self-powered SONY SRS-88 loudspeaker withuser-controlled volume.

A SELCAL sound will be recorded and played back as part of thealerting experimental factor. The SELCAL sound used in B-727cockpits is usually a two-tone, mechanical doorbell chime. The same

4

units are available for domestic use. The SELCAL sound used forthis experiment was digitally recorded from a "Nutone" branddoorbell.

2.4.2 Visual Alerting.

Visual cues will be provided by a combination of glare shieldmounted, blue lens, aviation-type lamps and lighted distinctivemessage indicators on the CDUs or CDU lamps alone (depending uponexperimental condition) [11,13]. All visual cues will be lit aslong as the current Data Link message is pending. Glare shieldlamps will not flash.

It is recognized that, in the experimental conditions with forwardmounted displays and no glare shield light, pilots may detect thesmall "DSPLY" light (which should be visible in their peripheralvisual fields) on the CDU upon hearing the SELCAL sound. As aresult, the factors of display location and alerting may interact.However, the presence or absence of this interaction will provideuseful information on alerting. It may be the case, for example,that the CDU light will provide as good visual alerting (withrespect to response times) as the glare shield light.

The ARTS IIIA Data Link software allows for only one messagetransmission at a time. Pilots must wilco or unable each ATCmessage before another can be transmitted. Therefore, duringroutine operations, it will not be necessary to access the messagelog function of the CDU to read pending messages, nor will it benecessary to maintain visual alerting until all messages are read.

2.5 SPEECH SYNTHESIS.

Announcement of Data Link messages will be provided by the sameaudio digitizer card and loudspeaker used for the Data Link alertingsound. A set of spoken Data Link message components have beenrecorded by an air traffic controller and digitized on the hard diskof each remote simulator Data Link PC. These recordings will beaccessed by control software when Data Link messages are receivedfrom ATC. As with a text message, a Data Link alert will beactivated and the pilot will be required to press a key on the DataLink CDU to hear the message. The message will simultaneouslyappear in text format cn the CDU. In both text only and speech withtext conditions, a wilco or unable response must then be selectedfrom the Data Link CDU.

3. SUBJECTS.

All subject pilots will be type-rated in the aircraft that they willoperate. All first officers will be qualified (but not necessarilytype-rated) in the specific aircraft. Subjects may or may not becurrent in the aircraft. A captain and first officer (as opposed totwo captains) will fly in each crew. In the rare event that thereis a last minute cancellation, a retired pilot (type-rated captainor qualified first officer) with recent flight simulator experience,

5

may be substituted. It is planned to obtain captains and firstofficers from the Airline Pilots Association (ALPA). Participationfrom ATA and RTCA will also be invited.

Given a survey of available subject pools, it will not often bepossible to recruit flight crews from the same airline. A policy ofmixing crews from different airlines will place all crews under thesame starting conditions. Intentionally mixing crews from differentairlines will eliminate the problem of crews from different airlinesnot being familiar with each other's procedures. This will requirecrews to agree upon basic flight procedures during the pre-experiment briefing.

The briefing will cover a description of the experiment, use ofcockpit checklists, airspace information, mission description, andData Link procedures. Each crew will have the requirement of oneday at a flight simulator location. A total of 32 crews will beneeded for the study.

4. EXPERIMENTAL DESIGN.

4.1 EXPERIMENTAL FACTORS DESCRIPTION.

From section 1.4, there are three equipment-related independentvariables that can be examined in a controlled experiment. Theseinclude crew alerting, .display location, and message display.

4.1.1 Crew Alerting.

Coincident with the arrival of Data Link messages, flight crewattention will be directed to the Data Link CHI by one of twoalerts. Crew alerting will consist of either SELCAL sound only orSELCAL tone combined with forward primary field of view visualalerting (a blue light mounted on the glare shield in front of eachpilot). In both cases, a light on the CDU will activate at the sametime as the other alerts. Visual alerting will be maintained aslong as a Data Link message is pending. There are two levels inthis factor (SELCAL sound only or SELCAL sound with glare shieldlight).

During the study, in order to reinforce to subjects that SELCAL is amultipurpose cockpit annunciation sound, it will be triggered forother messages during some of the flights. During 44 percent of theflights, the SELCAL sound will be activated. The crew will havebeen previously instructed that they should ask the site facilitator(who is also in the cockpit) for a preprinted company message. Themessage will instruct them regarding a gate change.

4.1.2 CDU Location.

Display location is derived from a study that surveyed anticipatedData Link display locations in airline aircraft [4, 5]. The twomost common locations were center pedestal forward and aft of thethrottle quadrant. There are therefore two levels in this variable.

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CDUs will be mounted in aft positions in simulators one and two and

in forward positions in simulators three and four.

4.1.3 Message DisPlay.

Three experimental conditions will be created that relate to themethod for displaying ATC instructions. In one, the arrival ofincoming Data Link messages will be simultaneously announced by somecombination of visual and auditory alerts. After pressing the DIRkey on the CDU bezel, the Data Link message will be displayed intext format. Wilco or unable is then selected, using other CDUkeys.

In the second condition, the button press on the CDU will activate adigitized air traffic controller's voice that speaks the messageover a cockpit loudspeaker. Simultaneously, the Data Link messagetext will be displayed on the CDU. The aircrew will be able toreplay the voice message by pressing a key on the CDU. The wilco orunable response will be made using CDU keys.

The third communication condition will be voice only (Very HighFrequency fVHF) radio). All ATC instructions will be transmittedover the radio channel with no other visual or auditory alerting.This situation is included so that baseline data can be collected onpilot situation awareness, communication activities, and workload.Accordingly, a proportion of the flights conducted by each flightsimulator will be with voice only communication (the CDUs will beturned off) and the rest will involve Data Link usage.

4.2 TEST DESIGN.

The message display factor has three levels, and the alerting anddisplay location factors each have two levels, resulting in a 3x2x2mixed plot, factorial experimental design. Figure 1 shows the foursimulator configurations for alerting, location, and messagedisplay. The CDU location and alerting variables are between-subjects factors, while the message display factor is within-subjects.

It should be noted that, although voice-only is listed as one of thelevels of the message display factor, it is only included in orderto collect baseline data on a number of the dependent measures. Thebetween-subjects factors of display location and alerting will notbe relevant in voice-only conditions. The remaining paragraphs inthis section describe the dependent measures and data collectionmethods.

4.3 NUMBER OF RUNS.

It is planned to conduct the experimental trials over the course of8 days for 8 hours per day (including pilot training anddebriefing). Prior to the first experimental run, a 20 minute DataLink practice flight will be completed without the simulators being

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i . | i I -I

on-line with the FAA Technical Center systems. Follovirg thiswill be three data collection runs. Each will last 1 1/2 hours,thus allowing for 3 runs per day (with breaks). The order of theruns will be counterbalanced to compensate for practice effects.

DISPLAY LOCATIONFWD. APT.

DASA A LRK CITY6U/0

SIM. 2SIM. 4 /

TEXT 1 DELTA

6 CREWS 6 CREWS

TEXTE 6 RUNS 6 RUNS &VOICE 18 FLIGHTS 18 FLIGHTS

6 CREWS 6 CREWSDATA LINK 6 RUNS 6 RUNS /

TEXT 18 FLIGHTS 18 FLIGHTS

DATA LINK 6 CREWS 6 CREWS 'SOUIhDTEXT & 6 RUNS 6 RUNS &VOICE 18 FLIGHTS1 FLIGHTS /LIGHT

SUND

FWD. AFT.

NOTE: The message display factor is carried across allsimulators. The combinations of other factors are unique toeach simulator. A minimum set of six runs is needed persimulator site for a full set of data.

FIGURE 1. EXPERIMENTAL DESIGN.

This will result in a total of 24 runs available for datacollection for simulator site. Pilots will fly a minimum ofthree flights per run (three arrivals) and will alternate rolesof flying pilot (FP) and non-flying pilot (NFP) between eachflight. This will create a total of at least 72 flights over the8 days. There will be a minimum of 24 arrival flights in eachcell of the design. However, only six crews at each site will benecessary to collect an acceptable set of data. The other 2 daysof data collection will be included to compensate for lost runsdue to scheduling limitations at one simulator site and to act asbackup should technical problems result in loss of data.

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4.4 DEPENDENT MEASURES.

The dependent variables in this evaluation are:

a. Communication activity.

b. Errors.

c. Time intervals from message annunciation to pilot reaction.

d. Situation awareness (SA).

e. Workload.

f. Pilot head-down time. (Data Link attention time.)

g. Fuel burn.

h. Crew interactions.

i. Subjective opinions regarding the cockpit Data Linkinterface, alerting methods, display location, and speech synthesis.

j. Time Coordination.

A description of the dependent variables and methods to measure themare presented in the following paragraphs.

4.4.1 Communication Activity.

Communication effort will be compared between voice and Data Link bymeasuring the total amount of time pilots spend using the VHF radioand Data Link modalities. Level of effort for Data Link (betweenthe Data Link related experimental conditions) will be gauged by thenumber of keystrokes used to access and respond to Data Linkmessages.

Each time a CDU keyboard button is depressed, its associated ASCIIcode will be logged, and time tagged with 0.1 second precision.Each simulator location will employ a PC processor functioning asdisplay driver, telephone circuit interface, data logger, and audiogenerator. This processor will collect cockpit event data, time tageach event, and store the data onto hard disk storage media. Avideo camera in each cockpit will also record Data Link activity.At the end of each day, the site coordinator will copy all datafiles onto floppy disks for overnight mailing to the FAA TechnicalCenter. A second set of floppy disk file copies will be made andretained at the site for backup.

The database formed by keystroke data will be organized by run andwill be correlated post-facto with records from computers at the FAATechnical Center. Controller and pilot microphone use will berecorded at the FAA's laboratory voice switching system through theactive push-to-talk status word in the simulator data stream. Each

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message will be time stamped to one second precision. Voicerecordings of all controller and pilot interactions will also beavailable from the laboratory voice switching system.

4.4.2 Communication Errors.

The site facilitator will note the incidence of voice and Data Linkerrors by recording the number of times during each flight thatpilots or controllers initiate a voice radio transmission aimed toclarify or correct a previous message.

4.4.3 Time Intervals.

Response time epochs will be logged based on key events in the DataLink transaction. These are defined as follows and are shown infigure 2. Each event will be recorded by the appropriate FAATechnical Center or remote simulator site computer.

1 2 3 4Crew Access DL Wilco/ SimulatorAlert Message Unable Res onse

Cockpit 4 epoch 1 4 epoch 2 4 epoch 3 4Events //////////////////I//////////////I/////////////DL - DATA LINK

NOTE: KEY COCKPIT AND ATC UPLINK AND DOWNLINK EVENTS AND TIMEEPOCHS TO BE MEASURED.

FIGURE 2. KEY RESPONSE TIME EVENTS

event 1: Incidence of crew alert announcing message pending.event 2: Pilot presses message key to call message to viewing

surface.event 3: Pilot presses wilco/unable key.event 4: Pilot makes control input and the simulator responds to

uplink message.

The time measurement epochs associated with each interval are:

epoch 1: Begins with incidence of crew Data Link alert. Ends withpilot selecting the message for display.

epoch 2: Begins with pilot selection of the message for displayand ends with the selection of a wilco or unableresponse.

epoch 3: Begins with a pilot wilco or unable selection and endswith a control input as indicated by navigation datatransmitted by the simulator. Navigation data will beavailable from the ARTS system.

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4.4.4 Situation Awareness (SA).

There is concern by the ATA that aircrew SA will be degraded by theremoval of the radio "party line" as ATC communication shifts toData Link. In order to evaluate this concern empirically, aircrewSA will be measured during both voice-only and Data Link runs.There are a number of different kinds of party line information(PLI) gained from radio communication between ATC and aircraft andbetween aircraft. Midkiff and Hansman conducted questionnaireresearch on important PLI elements [6]. The items relating toterminal area and final approach are listed in table 1. Each SAcomponent has been evaluated to establish its source and whethereach item potentially will be effected by the Data Link environmentset for this experiment.

As can be seen in table 1, a number of tower-related SA items willnot be relevant in this study in that there is no tower ATC

TABLE 1. SITUATION AWARENESS ITEMS AND SOURCES FOR EACH ITEM.

SITUATION AWARENESS ITEM SOURCE AFFECTED?

NEXT COMM. FREQUENCY ARRIVAL/FINAL ATC YES

WEATHER SITUATION ATIS NO

WEATHER SITUATION AIRCRAFT YES

TRAFFIC SITUATION ARRIVAL/FINAL ATC YES

SEQUENCING ARRIVAL/FINAL ATC YES

HOLD SITUATION ARRIVAL/FINAL ATC NO

TERMINAL ROUTING ARRIVAL/FINAL ATC YES

APPROACH CLEARANCE ARRIVAL ATC YES

CONTROLLER ERRORS ARRIVAL/FINAL ATC YES

MISSED APPROACH TOWER ATC NO

WINDSHEAR AIRCRAFT NO

GO AROUND AIRCRAFT/TOWER ATC NO

AIRCRAFT ON RUNWAY AIRCRAFT/TOWER ATC NO

BRAKING ACTION AIRCRAFT/TOWER ATC NO

TAXIWAY TURNOFF TOWER ATC NO

Li

position. The items that will be handled by the ARTS i11k Data Linkmessage sets relate exclusively to ATC instructions for altitude,course, or speed changes and runway clearances. Use of the DataLink medium for these messages may influence the traffic SA ofpilots. Other SA information, such as weather, will continue to becommunicated using voice.

Thus, in a flight scenario where Data Link is the only medium fortransmitting navigational instructions, pilot SA effects will belimited to a probable reduction in their understanding of thepositions, movements, and plans of other aircraft relative to theirown. Consequently, this study will focus on what will be called"traffic SA." However, there may be indirect effects of Data Linkuse on weather awareness as well. If a pilot is not informed as tothe relative positions of aircraft ahead, VHF communications bythese aircraft about inclement weather conditions may be heard, butnot comprehended as relevant.

Endsley has defined three levels of SA [7]. Level 1 involves theperception of situational elements or the important facts in theenvironment. In Level 2, "Information Integration," the operatordetermines the meaning of this information and then is able togenerate Level 3 SA, "Projection of Future Status and Actions ofSituational Elements." In this experiment, SA will be assessed byasking about surrounding aircraft, by observing pilot responses to ascripted weather problem, and by assessing attitudinal factors.

Level 1 SA (environment perception), will be probed using twomethods of traffic awareness . The first will only be used fordownwind approaches, given the limited flight time in straight-inarrivals. About ten minutes after injection into the problem(before cockpit workload has reached a peak), the NFP will be askedto mark the location and altitude of nearby traffic on a simple map.For all approaches, as soon as a simulator has transferredcommunication to the final sector frequency, three brief questionswill be asked of the aircrew. In order to sample shared SA, eitherpilot will be allowed to answer. The questions are:

a. What aircraft is immediately ahead of you?b. Name another aircraft at your altitude.c. Fow far outside the marker is ATC going to turn you into

final?

In order to compare pilot reports against the real ATC situation, avideo camera will •pe each scenario at an unoccupied workstation inthe ARTS IIIA lab. This will be sufficient to collect aircraft datain the final sectors. SA map comparison data will be available fromARTS IIIA computer files.

The SA maps and probe questions will be initiated by the sitecoordinator. Responses will be noted along with computer clocktime. The coordinator will be permi'ted to use discretion to skipan SA measurement event if tha flight crew is too busy, if the

12

content of the probe is inappropriate given the aircraft's phase offlight, or for other reasons.

Level two SA measure will be problem-related and will be measuredduring one flight each run. While in the arrival sector, (shortlyafter the map data has been collected) the ARTS IIIA ETG-generatedaircraft ahead of a flight simulator will use voice to reportturbulence and request a different altitude. The site facilitatorwill note whether the flight crew discussed the weather situationand if a change in altitude or heading was requested.

Level three SA measure will focus on pilot attitudes. After eachrun, the site facilitator will ask the pilots to complete a shortquestionnaire. Items will include quality of communication, pilotconfidence, amount of information available, planning capabilities,safety assessment, and comments.

4.4.5 Sublective Workload.

The use of cockpit Data Link may affect pilot workload and workloadmay vary given different alerting, display location, and messagepresentation (text versus voice) conditions. Workload will bemeasured using a unidimensional instrument, the ModifiedCooper-Harper Scale [8]. After each flight, the site facilitatorwill ask each member of the flight crew to note their peak workloadlevel during the prior flight on a single, ten-step scale.

4.4.6 Head-Down Time.

Accessing, reading, and responding to Data Link messages mayincrease head-down time. In order to assess this, a video camerawill be positioned behind the pilots along the centerline of eachcockpit. It will be aimed to show the backs of the pilots heads,the glare shield Data Link annunciator lights, and the Data LinkCDU. During each flight, a video record will be made of pilot headmovements. As each Data Link message is received (as marked by theactivation of the SELCAL sound), the time each pilot spends lookingat the Data Link CDU will be measured. While this will not providedata on head-down time for reasons other than Data Link, it willallow an assessment of the amount of visual attention the Data Linksystem commands.

4.4.7 Fuel Burn.

Each simulator site has the capability to measure fuel used. Fuelburn will be measured from the time of release from the insertionpoint until touchdown. This will be recorded by the sitecoordinator after each flight.

13

4.4.a crew Interactions.

During each flight, crew discussions regarding Data Link will berecorded, using the audio input of the cockpit video camera. Inaddition, inflight observers will annotate pilot comments andreactions.

4.4.9 Subjective ODinions.

At the end of each run, pilots will be asked to respond to questionsregarding the usability of the Data Link interface. At the end ofeach day, the pilot will be encouraged to offer feedback regardingcockpit Data Link implementation.

4.4.10 Time Coordination.

All computers involved in the simulation will receive regular timecodes from the FAA Technical Center's Motorola computer to ensurecomparability of data records. A computer time clock will bedisplayed in each cockpit for the site coordinator.

4.5 ATC MESSkGES.

The ATC message set consists of the following Data Link messages:transfer of control (TOC), menu text (MT), and terminal information(TI). These are more completely described in appendix A. Arandomly selected simulated equipment delay time of zero to fourseconds will be used with the Data Link messages. There will be nosimulated Data Link communication failures injected, and pilotwilco responses will be timed out after 40 seconds at the ARTSdisplay. In the voice-only runs, ATC instructions will consist oftypical voice transactions for the terminal area.

4.6 FLIGHT SCENARIOS.

One basic flight scenario will be written for the experiment andeach aircrew will experience it three times (twice in the Data Linkconditions and one in the voice condition). Aircraft identifierswill be varied between runs to reduce the chance that pilots will beable to remember aircraft around them. Aircraft targets will begenerated by the ARTS IIIA ETG system and by the four remote flightsimulators. Scenarios will be designed to operate with aninstantaneous traffic load of approximately five to eight aircraftin each of the two sectors (arrival and final) per side of theairspace (east and west).

Runs will last 1 1/2 hours each with 3 arrival flights per run.Aircraft will be 100 percent voice (no Data Link) in the voice-onlycommunication condition and a mixture of 80 percent Data Link and 20percent voice equipped in the Data Link communication conditions.Flight simulators will always be Data Link equipped in Data Linkruns. Data Link aircraft will be permitted to use voicecommunication during Data Link runs. This will result in decrease,

14

but not elimination of the frequency of voice messages in the DataLink condition.

The rationale for a mixture of Data Link and voice-only aircraft andallowing controllers to use voice in Data Link conditions is that itis more like the anticipated real-world situation. There willcontinue to be (for the foreseeable future) non-Data Link aircraftand controllers will not be restricted to using Data Link only.Under these conditions, there will still be a drastic reduction invoice radio traffic in the Data Link experimental conditions. Itwill be interesting to determine whether the rare voice-onlyaircraft in Data Link runs will be more likely to enter the SA ofsimulator pilots flying in Data Link-equipped aircraft.

Flights will be conducted in the Raleigh-Durham terminal airspace.Conditions will be instrument flight rules (IFR) with 1000 footceiling and 3 miles visibility. (See appendixes C and D forcomplete descriptions of the airspace and mission.) Flightsimulators and computer-generated ETG aircraft will fly downwind orstraight-in approaches to both runways. No departures will beflown. Flight simulators will be assigned to one type of approachand will alternate runways. This will result in a complete set ofdata for all approach types for any given between- or within-subjects comparison.

Crews will be asked to hand-fly all approaches. While this is notnecessarily normal procedure, it will require more effort than usingthe autopilot. Data Link communication can then be assessed in aworst case (for normal flight conditions) rather than low cockpitworkload environment. Crews will fly until the aircraft has toucheddown at which point the simulator will be reset to the next startingpoint.

4.7 SUPPORT PERSONNEL.

In the ARTS IIIA laboratory, four air traffic controllers from theAir Traffic Data Link Verification team (ATDLVT) have been recruitedto act as controllers. Local pilots will be trained in theoperation of the ARTS IIIA ETG pilot terminal and will act aspseudo-pilots. Additional personnel will be needed in the ARTS IIIAlab to act as Data Link terminal operators. These individuals willbe FAA or CTA staff. See appendix E for a diagram of the ARTS IIIAlaboratory workstation layout.

A site coordinator will be stationed at each remote simulatorlocation. It will also be the coordinator's responsibility toensure that the subject pilots arrive on time and at the properlocation. The coordinator (who is also a pilot) will greet visitingpilots and provide an orientation briefing and training session.The coordinator will ride "jump seat" during the missions to gatherdata, as required. This person will also serve to answer any pilotsubject questions once the mission has begun. A local technician orother assistant will handle communication with the FAA Technical

15

Center and other tasks required to conduct the simulation. So.

appendix F for a list of support staff.

4.7.1 Trainina Orientation.

Prior to the experiment, flight crews will be sent information onthe airspace, scenarios, and operation of the Data Link interface.When each crew arrives at a simulator site (1 1/2 hours before thefirst flight), the site coordinator will provide a briefing on thegoals of the experiment, airspace characteristics, operation of theData Link cockpit interface, and cockpit procedures. Pilots will beable to exercise the Data Link communication system by invoking aselftest function. This will permit them to display and respond toa set of typical Data Link messages. Following this, an off-lineData Link simulator practice flight of 20 minutes duration willfollow an approach sequence to allow crews to practice cockpit andData Link procedures.

4.8 DATA REDUCTION AND ANALYSIS.

Data Link data from flight simulators will be contained on computerdiskettes in IBM PC compatible format. The disk files will holdrecords of all Data Link messages, logs of all keystrokes and timeevents as described in section 4.4.1. In addition, the ARTSprocessor will provide information on simulator navigation. Thelaboratory voice switching system will record voice transactions.There will also be data from questionnaires and videotapes ascollected by the site facilitator.

Appropriate statistical measures including analysis of variance(ANOVA) will be computed on the resulting sets of dependentmeasures. It will be possible to examine the effects of eachindependent variable (alerting, location, and message display) aswell as the interactions of these variables.

5. SCHEDULE.

The daily test schedule for this experiment is found in appendix G.

5.1 SHAKEDOWN TESTING.

Prior to the experiment, 4 weeks of trial runs will take place(beginning the week of March 22, 1993). The first week will bedevoted to testing the flight scenario without flight simulators.Following this (starting the week of March 29, 1993), flightsimulators will be tested in groups, as available. During the finalweek of debugging, all four simulators will be included andsimulation system functions, aircraft coordination, and datacollection procedures will be tested.

On April 15, 1993, the experiment will officially start withcontrollers and flight crews. However, the first 2 days of datacollected will be used as backup should technical problems interferewith experimental trials and to replace missing data from April 22,

16

1993, that will be lost due to a scheduling problem with one of theflight simulators. During the shakedown period, any areasoverlooked in planning will be identified and corrected.

5.2 EXPERIMENT.

During the period April 15 and 16, April 19 through April 23, andApril 26, 1993, 8 days of experimental trials will be conducted.Training of flight crews will start at 1230 EST and debriefing willoccur after the last flight, with the day ending at 2030 EST.Experimental trials will begin at 1400 EST and end at 2000 EST eachday.

17

REFERENCES

1. ARTS III Terminal Data Link Functional Specification,Federal Aviation Administration, Atlantic City, NJ, 1992

2. Human Factors Requirements for Data Link (Draft 7), ATAInformation Transfer Subcommittee, Airline TransportAssociation, Washington, DC, 1992.

3. Airplane Simulator Qual 4 fication, FAA Advisory Circular, AC120-40B, Federal Aviation Administration, Atlantic City, NJ,1992.

4. Pomykacz, M. A., Report of Study on Airlines' AnticipatedNear Future Cockpit Control and Display Capabilities andPlans for Data Link Communication, (DOT/FAA/CT-TN91/7),Federal Aviation Administration, Atlantic City, NJ, 1991.

5. Rehmann, A., et al., Report of Study on Airlines'Anticipated Near Future Cockpit Control and DisplayCapabilities and Plans for Data Link Communication-Part 2,Federal Aviation Administration, Atlantic City, NJ, 1992.

6. Midkiff, A. H., and Hansman, R. J. Identification ofImportant "Party Line" information elements and Implicationsfor Situational Awareness in the Datalink Environment.Proceedings of the AEROTECH Conference and Exposition,Anaheim, CA, 1992.

7. Sarter, N. B., and Woods, D. D. Situation Awareness: ACritical but Ill-Defined Phenomenon. International Journalof Aviation Psychology. 1, 45-57.

8. Boff, K. R., and Lincoln, J. E. Engineering Data Compendium:Human Perception and Performance. AAMRL, Wright-PattersonAFB, Columbus, OH, 1988.

9. ATC Data Link Testbed - External Interface DefinitionsVersion 9-20, FAA Technical Center Technical Note, FederalAviation Administration, Atlantic City, NJ, 1992.

10. MIL-STD-1472D Human Engineering Design Criteria for MilitarySystems, Equipment and Facilities. United States Departmentof Defense, Washington, DC, 1989.

11. Patterson, R.D., and Milroy, R. Auditory Warnings on CivilAircraft: The Learning and Retention of Warnings. MRCApplied Psychology Unit, Civil Aviation Authority Contract7D/S/0142, London, UK, 1980.

12. Van Cott, H. P., and Kincade, R. G. Human Engineering Guideto Equipment Design. United States Printing Office,Washington, D.C., 1972.

18

13. Veitengruber, J.E., Boucek G.P. and Smith W.D. AircraftAlerting Systems Criteria Study Volume I: Collation andAnalysis of Aircraft Alerting Systems Data. TechnicalReport FAA-RD-76-222, Federal Aviation Administration,Washington, DC, 1977.

14. Washington Center and Raleigh Tower Letter of Agreement,(FAA Notice No. ZDC N 7110.910, FAA-ZDC-530.F), FederalAviation Administration, Atlantic City, NJ, 1990.

19

APPENDIX A

SERVICE DESCRIPTIONS

1. SERVICE DESCRIPTION.

There are four uplink and one downlink services defined for thisevaluation. The uplinks are transfer of control (TOC), menu text(MT), terminal information (TI), and communications backup. Thedownlink is a service called initial contact (IC) which providesthe controllers with information regarding current AutomatedTerminal Information Service (ATIS) and altitude clearance.Protocol definitions for link transfer syntax of each message arecontained in (9].

1.1. TOC.

This service is the process whereby controllers and pilotscoordinate radio frequency changes to and from en route sectors,arrival secftors, and approach sectors. The uplink informationconsists of the new controlling authority (sector designation orcenter name) and the new frequency. The current frequency willbe retained on the Data Link display as old frequency. Pilotresponse to TOC will be the IC message (section 4.1.5, in [1]).The maximum number of characters in a TOC message is 18.

1.2 MT.

A message of this type can be an altitude, heading, or speedassignment. As a single MT message, each assignment will be acharacter string up to 18 characters in length. MT messp.ges canalso be linked from a combination string up to 54 characters inlength. Thus a single MT message can contain from one to threeassignments in any combination (except repeat clearances). Thepilot response to an MT message is a wilco or unable downlink.

1.3 TI.

This service provides a text message to the pilot of up to 40characters in length. TI messages contain information such as:

Example a: "Expect vectors to ILS approach"

Example b: "Fly present heading to intercept ILS-31R"

The pilot response to a TI message is a wilco or unable downlink.

It is interesting to note that a TI message may be combined withup to two MT messages to form a character string up to 76characters in length. An uplink message with TI and MT combinedwill contain up to three elements. The pilot response to theentire message is wilco or unable.

1.4 COMMUNICATIONS BACKUP.

This service is not presently implemented in the terminaltestbed.

A-i

1. 5 IC.

This is a message generated by the flight crew either manually orautomatically, and is sent as a response to TOC uplinks. ICcontains the wilco/unable response and also contains the currentATIS (letter) designator and last assigned altitude. IC isalways expected as a response to TOC in terminal airspace.

1.6 TRANSACTION DEFINITIONS.

Table A-1 shows the terminal services and associated expectedreplies.

TABLE A-1. EXPECTED DATA LINK TRANSACTIONS IN TERMINALOPERATIONS.

Operation Sequence Uplink Message Response

Arrival 1. TOC to Arrival ICsector

2. TI or MT or Wilco/unableTI/MT

N TI or MT or Wilco/unableTI/MT

N+1 TOC to final ICapproach sector

A-2

APPENDIX B

HONEYWELL CDU DESCRIPTION AND OPERATION

1. HONEYWELL DATA LINK CDU.

The Airborne Data Link Study will be conducted with end-to-endsimulations involving pilots flying flight simulators in multiplelocations and air traffic controllers working in the FAA TechnicalCenter, Atlantic City, NJ.

Providing Data Link communications capability in the simulatorflight decks will be a Honeywell CDU specially modified forpurposes of the experiment. See figure B-1 for a diagram of theHoneywell CDU.

Some of the CDU control keys have been deactivated, and others havebeen assigned functions not normally associated with the keys. Atemplate specifying those special functions will be provided ineach simulator flight deck for ready reference.

The Honeywell Data Link CDU has been modified to use the "DSPLY"annunciator light in the upper left hand corner of the unit tonotify the pilot that a message has been received. In allsimulators, additional aural or aural plus visual alerts will beprovided. All other lights on the top of the CDU screen are non-functional for purposes of this study.

The pilot uses four line select keys on the left and four on theright side of the screen as action keys to select availablefunctions. Keys below the CDU screen have the followingfunctions:

PERF Inactive.NAV Inactive.PREV Previous page display when appropriate.NEXT Next page display when appropriate.FPL Inactive.PROG Replays (voice if enabled) of currently selected

message.DIR Displays and voices (if enabled) most recent ATC

message when the "DSPLY" indicator is lit.

Of the selections displayed under ATC INDEX, all but "LOG" and"MESSAGE TO ATC" have been deactivated for this study. SelectingLOG will provide a subject and status listing, three to each page,of all messages in storage. Selecting MESSAGE TO ATC will enablecomposition of a message using the alpha-numeric keypad. However,this function is not enabled and will not be used during theexperiment.

The sequence of events to display a Data Link message are asfollows:

1. A sound or a sound plus an indicator light on the glareshield will indicate the receipt of a Data Link message.

B-i

2. The PNF will depress the DIR key on the Honeywell CDU, andthe message will be displayed (and voiced if enabled).

3. The PNF will respond to the message with by pressing eitherthe 'wilco" or "unable" key on the CDU.

In the message LOG, the most recent message will be displayedfirst. The PREV and NEXT keys will electronically turn the LOGpages, and any desired message can be retrieved by pressing the lineselect key next to that message. Pilots will only be sent one DataLink message at a time. The current message must be responded to(wilco or unable) before a new message can be sent by ATC.

E-• -i [-I ] El-[] L-i

INDEX

LIII REQUEST EMERGENCY [I]

[I] LOG ATIS [ ]LI] PosWx ATC R ITS -[ -

EI--I FM MSG TO AT--I

I F] 1c] F1 FI 0 (D[:Gf FH]E J]®®F

H FW1 F] Ro®l F1 WuIWWE!1 0

FIGURE B-1. HONEYWELL CDU.

B-2

APPENDIX C

AIRSPACE DEFINITION

1. AIRSPACE DEFINITION.

This evaluation will be conducted in a simulation of terminalairspace surrounding the Raleigh-Durham (North Carolina) airport(RDU). The airspace is marked by fix points forming an annulardemarcation, roughly equidistant from the airport. Traffic whichconstitutes arrivals is cleared through four fixes at the perimeterof the airspace, close to the magnetic compass quadrants.

Figure C-1, excerpted from [14], shows the RDU terminal airspace,including the four fix points used as cornerposts. These are ARGAL,BRADE, BUZZY, and ALDAN. Streams of arrival aircraft are vectoredonto east arrival patterns using ARGAL and BRADE intersections, andwest arrival patterns using ALDAN and BUZZY intersections.

Raleigh-Durham airspace operates parallel runways oriented at 230/50degrees magnetic heading. Both runways will be in use during theevaluation. All traffic will use runway 23 (L and R). Trafficusing the west arrival patterns will use runway 23R, while the eastarrivals will land on runway 23L.

Jet aircraft using the cornerpost fixes are required to cross ARGAL,BUZZY, and BRADE at 11,000 feet, and ALDAN at 10,000 feet. Non-jetaircraft are required to cross ARGAL and ALDAN at 8000 feet, andBUZZY and BRADE at 11,000 feet.

Arrival flow rate is a function of weather, number of activerunways, and en route traffic loading. By the conditionsstipulated in [14], the arrival flow rates range from 42 to 60aircraft per hour. The experiment uses as its basis a flow rateof 60 aircraft per hour.

Aircraft landing RDU will receive beacon code assignments fromWashington Center, and use the same code for the duration of theflight. Weather conditions for this evaluation will be 1000 footceiling and 3 miles visibility, with RDU terrain visualization attwilight/dusk skies, and runway and surface lighting.

c-I

ALDAN N

0 0 BAe

FIGURE C-1.* RALEIGH-DURHAM AIRSPACE.

C-2

APPENDIX D

MISSION DESCRIPTION

1. MISSION DESCRIPTION.

1.1 INITIAL POSITION.

Aircraft simulators will begin near the cornerposts for the eastor west arrivals, fixed in space, set up for initial approachconditions, eg., heading, speed, altitude. Aircraft state such asengine thrust will need adjustment so that the aircraft enters thescenario smoothly. The point locating aircraft position atscenario startup is referred to as the initial point (IP).

The IPs for ARGAL and BRADE are approximately 17 miles east and 8miles north and 22 miles east and 12 miles south of thecornerposts respectively. IPs for ALDAN and BUZZY areapproximately 5 miles west and 18 miles north and 10 miles southand 8 miles west of these cornerposts respectively.

Initial altitudes are 11,000 feet mean sea level (MSL) for ARGAL,BUZZY, and BRADE, and 10,000 feet for ALDAN. Initial speeds are290 kts for all aircraft. Initial headings are 243 degrees(ARGAL), 300 degrees (BRADE), 171 degrees (ALDAN), and 60 degrees(BUZZY). Table D-1 lists the IP reference data.

TABLE D-1. INITIAL POSITION REFERENCE DATA.

Arrival Initial* Crossing FlightFix Position Altitude Segment

Bearing Distancein in

Degrees NauticalMiles

ARGAL 068 52 11,000 MSL Arrival

BUZZY 234 52 11,000 MSL Arrival

BRADE 125 52 11,000 MSL Arrival

ALDAN 341 52 10,000 MSL Arrival

*Bearing and distance to airport.

1.2 MISSION PROFILE.

Flight crews placed into the scenario at arrival IP will beexpected to hand-fly standard approach transitions. Vectors fromair traffic control will maneuver the aircraft through over- andunder-flight traffic to an intercept with the Instrument LandingSystem (ILS) for a procedural landing. Crews are expected toexecute a landing to a full stop. No departures will be flown.

D-1

During the data collection runs, some flights will be voice only,and some will be Data Link with voice. It is expected that threeflights per run will be executed. Simulators will fly from eitherARGAL and ALDEN or BRADE and BUZZY, alternating IP betweenflights.

1.3 SCHEDULZ OF FLIGHTS.

Table D-2 lists the start times, IP., corner posts, aircraftidentifiers, and beacon codes for each scenario. Simulator sitesshould refer to this table when setting up to participate in theexperiment.

TABLE D-2. SCENARIO REFERENCE DATA

SCENARIO A

TGT. START INITIAL CORNER ACID BEACON SIMULATORNO. TIME POINT POST CODE

16 12:00:45 234/52 BUZZY AAL140 2140 AVIA

42 12:32:15 125/52 BRADE AAL240 2240 AVIA

68 13:04:45 234/52 BUZZY AAL340 2340 AVIA

14 12:00:39 125/52 BRADE DAL130 2130 DELTA

43 12:33:30 234/52 BUZZY DAL230 2230 DELTA

69 13:06:00 125/52 BRADE DAL330 2330 DELTA

13 12:00:36 068/52 ARGAL TWA110 2110 NASA

33 12:21:00 341/52 ALDAN TWA210 2210 NASA

54 12:47:15 068/52 ARGAL TWA310 2310 NASA

70 13:07:15 341/52 ALDAN TWA410 2410 NASA

15 12:00:42 341/52 ALDAN USA120 2120 OK CITY

37 12:26:00 068/52 ARGAL USA220 2220 OK CITY

53 12:46:00 341/52 ALDAN USA320 2320 OK CITY

71 13:08:30 068/52 ARGAL USA420 2420 OK CITY

D-2

TABLE D-2. SCENARIO REFERENCE DATA (continued)

SCENARIO B


16 12:00:45 234/52 BUZZY AAL140 2140 AVIA

42 12:32:15 125/52 BRADE AAL240 2240 AVIA

68 13:04:45 234/52 BUZZY AAL340 2340 AVIA

14 12:00:39 125/52 BRADE DAL130 2130 DELTA

43 12:33:30 234/52 BUZZY DAL230 2230 DELTA

69 13:06:00 125/52 BRADE DAL330 2330 DELTA

13 12:00:36 068/52 ARGAL TWA110 2110 NASA

33 12:21:00 341/52 ALDAN TWA210 2210 NASA

54 12:47:15 068/52 ARGAL TWA310 2310 NASA

70 13:07:15 341/52 ALDAN TWA410 2410 NASA

15 12:00:42 341/52 ALDAN USA120 2120 OK CITY

37 12:26:00 068/52 ARGAL USA220 2220 OK CITY

53 12:46:00 341/52:, ALDAN USA320 2320 OK CITY

71 13:08:30 068/52 ARGAL USA420 2420 OK CITY

SCENARIO C


16 12:00:45 234/52 BUZZY AAL140 2140 AVIA

42 12:32:15 125/52 BRADE AAL240 2240 AVIA

68 13:04:45 234/52 BUZZY AAL340 2340 AVIA

14 12:00:39 125/52 BRADE DAL130 2130 DELTA

43 12:33:30 234/52 BUZZY DAL230 2230 DELTA

69 13:06:00 125/52 BRADE DAL330 2330 DELTA

13 12:00:36 068/52 ARGAL TWAl10 2110 NASA

33 12:21:00 341/52 ALDAN TWA210 2210 NASA

54 12:47:15 068/52 ARGAL TWA310 2310 NASA

70 13:07:15 .341/52 ALDAN TWA410 2410 NASA

15 12:00:42 341/52 ALDAN USA120 2120 OK CITY

37 12:26:00 068/52 ARGAL USA220 2220 OK CITY

53 12:46:00 341/52 ALDAN USA320 2320 OK CITY

71 13:08:30 068/52 ARGAL USA420 2420 OK CITY

D-3

APPENDIX E

ARTS LABORATORY PLAN

ARTS LABORATORY.

The ARTS IIIA laboratory is located in the FAA Technical Center andis composed of 11 controller workstations (figure E-l) andassociated data processing equipment. For this study, eight of thedisplays were used by controllers or pseudopilots and one unit wasmoved outside the laboratory room and equipped with a videorecording system. Unit 11 was used as a "ghost sector" wheresimulators and computer generated aircraft appeared before they werehanded off to arrival controllers. Three Data Link workstationswere added to the existing equipment. They served to display DataLink messages sent by controllers to pseudopilots.

S 9 10

DA ST WEST EASTARRIVAL FINAL FINAL

ETG ETG ETG

LINK]EAST

7 ARRIVAL -J124 .95

EA•ST I124.12

- VIDEO

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WEST4ARRIVAL -

128.30

COMMUNICATIONEAST CONNECT IONS

3ARRIVALETG

2DATALINK

MOVE TO1 POSITION

12 11

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131.10

FIGURE E-1. ARIS LABORATORY PLAN. ("ETG" = Pseudopilot)

E-I

APPENDIX F

PERSONNEL ASSIGNMENTS

Personnel Assginments

Test Director Richard Mogford

Facilities Coordinator Jerry Guttman

Chief Site Coordinator Andy Neustadter

Simulator Site Coordinators

NASA Ames Bob GearyKim Mortenson

Oklahoma City Tom McGill

Delta Airlines John Dechara

AVIA Research John ZincLou Conover

Simulator Site Technical Support

NASA Ames Jerry JonesIan MacLure

Oklahoma City Jim Nebgin

Delta Airlines Sean Sandlin

AVIA Research Dave Avery

ARTS Data Link Operators Rickie JonesSherry CouringtonPaula Amaldi

ARTS ETG Simulator Pilots Smokey MoselyNat ThomasJeff CramerDick KearnsFred FontanaFrank Fontana

ARTS Air Traffic Controllers Charlotte LongDave ListerJoe D'AlessioJerome KarrelsJohn DrugEvan DarbyRick Ozmore

ARTS Video Operator Sherri Morrow

ARTS Ghost Position Controller Jim Merel

F-i

VAX Operations George ChandlerCuong Le

ARTS Operations Joe LunderMike Headley

ARTS Computer Maintenance Bill Cole

F-

F-2

APPENDIX G

SCHEDULES

DAILY TEST SCHEDULE

Eastern Standard Time

1230 - 1400 Pilot Orientation1400 - 1530 Run 11530 - 1545 Debrief1545 - 1645 Meal Break1645 - 1815 Run 21815 - 1830 Debrief and Break1830 - 2000 Run 32000 - 2030 Debrief

Central Time


Pacific Standard Time


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